Alignment control means for railway vehicles



y 17, 1956 w. J. METZGER 2,754,978

ALIGNMENT CONTROL MEANS FOR RAILWAY VEHICLES Filed July 5, 1952 2 Sheets-Sheet 1 INVENTOR. WILLIAM J METZGER ATTORNE Y July 17, 1956 w. J. METZGER 2,754,978

I ALIGNMENT CONTROL MEANS FOR RAILWAY VEHICLES Filed July 5, 1952 2 t -Sheet 2 WW 5! 49a 3! 5 33 23 30 46 29a 45 ,33 I @5535 H25;

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INVENTOR. WILLIAM J METZGER ATTORNEY United States Patent Ofiice 2,754,978 Patented July 17, 1956 ALIGNMENT CONTROL MEANS FOR RAILWAY VEHICLES William J. Metzger, East Cleveland, Ohio, assignor to National Malleable and Steel Castings Company, Cleveland, Ohio, a corporation of Ohio Application July 5, 1952, Serial No. 297,280 13 Claims. (Cl. 213-20) This invention relates to alignment control means for railway vehicles, and more particularly to a railway draft rigging which embodies such means.

Diesel-electric locomotives and similar power units usually have a relatively long overhang represented by the distance from the center of a truck of the unit to the coupling line of the adjacent car coupler. In these power units the longitudinal distance between the truck centers is materially less than that for freight cars, while the overall length is substantially greater. On the other hand, the car couplers of such power units are short in length because of clearance conditions so as not to interfere with power truck motor housings and the like.

This long overhang and short coupler length cause the power units to frequently assume a condition of misalignment during heavy pusher service and also during dynamic braking operations. This misalignment condition is aggravated when coupled power units pass over a turnout or crossover before entering tangent track and, because of the load being maintained thereon, the power units usually continue in this misaligned condition on the tangent track. If the misalignment is not corrected, it may result in heated journal bearings, excessive wheel flange and rail head wear, and may cause or contribute I to derailments.

The present invention seeks to correct these misalignment difficulties and, as one of its objects, provides a draft rigging embodying a novel alignment control means by which such locomotive units can be maintained in proper alignment during all service conditions.

Another object is to provide novel alignment control means for the purpose indicated above, in which a thrust transmitting means embodied in a coupler yoke is efiective between the draft gear and thrust elements on the coupler shank, during positions of angularity of the coupler beyond its predetermined free swing in a, lateral direction.

Still another object is to provide novel alignment control means of the character just mentioned in which the thrust transmitting means comprises a pair of plungers movable in the yoke of the draft rigging and engaging the draft gear at laterally spaced points.

A further object is to provide novel alignment control means of the character referred to in which the yoke has stop means thereon against which the movable thrust transmitting means is held by the draft gear during swinging of the coupler within its predetermined range of free coupler movement.

It is also an object of this invention to provide novel alignment control means of the character indicated, in which the movable plungers and the thrust elements of the coupler shank have cooperating concave and convex arcuate thrust surfaces thereon.

Additionally, this invention provides a novel alignment control means in which the yoke includes a hollow guide portion having a transverse intermediate wall therein and in which the plungers are slidable in such guide portion and have bifurcated ends disposed in straddling relation to the intermediate wall and carrying pairs of thrust surfaces, and wherein the pivoted end of the coupler shank is of a forked construction straddling such intermediate wall and carries pairs of lateral thrust projections for engagement with the pairs of thrust surfaces of the plungers.

The invention can be further briefly summarized as consisting in certain novel combinations and arrangements of parts hereinafter described and particularly set out in the claims hereof.

in the accompanying sheets of drawings:

Fig. 1 is a plan view, of a diagrammatic character, showing a pair of coupled locomotive units in a misaligned condition and illustrating the action of the alignment control means of the present invention in correcting this condition.

Fig. 2 is a plan view, partly in horizontal section, showing a draft rigging having the novel alignment control means embodied therein, the coupler being shown at substantially the midpoint of its free swing.

Fig. 3 is a plan view, mainly in horizontal section and similar to Fig. 2, but in which the coupler is shown in a position of angularity beyond its range of free coupler swing, this view also illustrating the thrust transmitting action of the alignment control means.

Fig. 4 is a partial vertical longitudinal section taken along section line 44- of Fig. 2.

' Fig. 5 is another partial vertical longitudinal section taken along section line 5-5 of Fig. 2.

Fig. 6 is a partial plan view, mainly in horizontal section and corresponding with Fig. 2, but showing a modified form of alignment control means.

Fig. 7 is a partial vertical longitudinal section taken through the modified construction of Fig. 6 substantially as indicated by section line 7'7 thereof.

Before proceeding with the detailed description of the alignment control means, reference will be made to the diagrammatic illustration of Fig. 1 in which a pair of coupled locomotive units 10 and 11 are shown in a condition of misalignment, the units being provided with car couplers 12 and 13 each embodying the alignment control means of this invention. As shown in Fig. 1, the locomotive units 10 and 11 have a relatively long overhang as represented by the distance from the coupling line 14 to the pivot centers 15 and 16 of their adjacent power trucks. The power units 10 and 11 are assumed to be moving toward the right as indicated by the arrow 17 with the power unit 10 transmitting a pushing force to the power unit 11 through the couplers 12 and 13.

In the condition of misalignment here shown by way of example, the center line 18 of the power unit it) is offset laterally with respect to the center line 19 of the track, the offset being to the left when facing in the direction of the arrow 17. The power unit 11 is similarly affected by the misalignment condition, but in the opposite direction, that is to say, its longitudinal center line 2t; is offset towardthe right from the longitudinal center line 19 of the track. During such a condition of misalignment as is here represented, the couplers 12 and 13 have been swung to a position of ang'ularity beyond their free coupler swing such that thrust has been transmitted to the cushioning means or draft gear through the alignment control means, in a manner to be explained in greater detail hereinafter, resulting in the transmission of the pushing force from unit 10 to unit 11 along line X. it will be noted that the position of line X with respect to pivot centers 15 and 16 is such that the pushing force against unit 11 and the reaction against unit 10 will tend to return the locomotive units substantially to longitudinal alignment in which the center lines 18 and 2d of theunits coincide substantially with the center line 1% of the track. In the position shown the pushing force has transferred from the pivotal connections of the couplers to the lateral abutments 49 and is directed along line X. It will be apparent that it the pushing force were directed through a line Y passing through the pivot centers of couplers 12 and 13 there would be no tendency for the units to return to alignment. The latter condition exists in constructions not embodying my invention and the misalignment would actually tend to increase.

Referring particularly to Figs. 2 to 5, there is shown the coupler 12, a yoke 23 to which the coupler 12 is connected, and a cushioning means or draft gear 24 extending through the body 23 of the yoke and received in draft gear pocket 25 of the sill structure 26. The coupler 12 comprises a head 27, for mating coupling cooperation with a similar coupler head of an opposing coupler, and a shank 28 integral with the head 27 and having an end portion 29 which is connected to the yoke 23 in a manner to be presently described.

The yoke 23 comprises the above-mentioned body portion 23 having a transverse opening 30 through which the draft gear 24 extends and a forward head or hollow guide portion 31 having a longitudinal passage 32 therein into which the shank end 29 of the coupler 12 extends. The hollow portion 31 comprises a pair of spaced side walls 31 and a pair of top and bottom walls 33 and 34. The hollow portion 31 may also be formed with an intermediate transverse wall 35, as shown in Figs. 4 and 5, although, if desired, this intermediate wall can be omitted as in the modified construction represented in Figs. 6 and 7.

The draft gear 24 may be of any conventional construction and is here shown as comprising a pair of relativcly movable follower members 36 and 37, and one or more cushioning elements 38 disposed therebetween. The lateral end portions of the followers are in engagement with the front and rear stop lugs 42 and 43 of the draft gear pocket.

The sill structure 26 is of a conventional construction and includes laterally spaced vertical side walls 39 and 40 defining a longitudinal guideway 41 in which the yoke head 31 is longitudinally movable. The sill structure 26 also comprises the aforementioned front and rear stop lugs 42 and 43.

The shank end 29 of the coupler 12 is connected to the yoke 23 for the transmission of pushing and pulling forces therebetween and for lateral swinging of the coupler relative to the yoke. This connection between the coupler 12 and the loke 23 is a pivotal connection formed by a vertical pivot pin 45. The pivot pin 45 extends through the top and bottom walls 33 and 34 of the yoke and through the shank end 29 of the coupler. When the yoke 23 includes the intermediate transverse wall 35, as shown in Figs. 4 and 5, the shank end 29 is a forked end having arm portions 29 and 29 straddling the intermediate wall and the pivot pin 45, then extends through the arm portions 29 and 29, as well as through the intermediate wall 35.

As shown in Figs. 2 and 3, the shank end 29 is provided with a substantially cylindrical convex thrust surface 46 which cooperates with a substantially cylindrical concave thrust surface 47 of a thrust block 48. The thrust block 48 is located within and formed integral with the hollow portion 31 of the yoke 23. When bufiing forces are applied to the coupler 12, they are transmitted through the thrust surfaces 46 and 47 to the block 48 and by the latter to the draft gear 24. The bufiing forces applied by the yoke 23 to the draft gear 24 act first on the follower 37, from which they are transmitted to the rear stops 43 of the sill structure 26 through the cushioning elements 38 and the follower 36. Pulling forces applied to the coupler 12 are transmitted to the yoke 23 through the pivot pin 45 and the yoke, in turn, applies these pulling forces directly to the follower 36 from which they are transmitted to the front stops 42 of the sill structure 26 through the cushioning elements 38 and the follower 37.

The novel alignment control means of this invention will be described next. This alignment control means is defined, in part, by lateral thrust projections or abutments 49 and 50 formed on the shank end 29 of the coupler l2 and located on opposite sides of the pivot pin 45. The abutments 49 and 50 are here shown as located substantially on a transverse line extending through the axis of the pivot pin 45 although, if desired, these abutments can be located to the front of or to the rear of this transverse line. The abutments 49 and 50 are provided with arcuate or radial thrust surfaces 49 and 50 which, in this instance, are convex thrust surfaces. When the shank end 29 of the coupler 12 is of the forked construction shown in Figs. 4 and 5, it carries pairs of the abutments 49 and 50 which are located on the arm portions 29" and 29 The alignment control means also comprises a thrust transmitting means movable in the passage 32 of the hollow portion 31 of the yoke and effective between the draft gear 24 and the shank end 29 of the coupler 12. This thrust transmitting means is here shown as compris ing a pair of laterally spaced plungers 51 and 52 which are slidably movable longitudinally in the guide passage 32 on opposite sides of the thrust block 48. At the inner end thereof, the plungers 51 and 52 are provided with a head or flanged portion 53 which engages the intermediate portion of the follower 37. The outer ends of the plungers 51 and 52 are provided with thrust surfaces 55 and 56 located on opposite sides of the pivot pin 45 to be engaged by the abutments 49 and 50. The thrust surfaces 55 and 56 are of an arcuate or radial shape and are here shown as being concave surfaces hav ing substantially the same radius of curvature as the convex arcuate surfaces 49' and 50 of the abutments 49 and 50.

In the construction of the alignment control means shown in Figs. 2, 3, 4 and S, the plungers 51 and 52 are forked at their outer ends and are disposed with the upper and lower arm portions 57 and 58 thereof in straddling relation to the intermediate transverse wall 35 of the yoke 23. When the plungers 51 and 52 are of this forked construction, the thrust surfaces 55 and 56 comprise pairs of such thrust surfaces located at the ends of the arm portions 57 and 58.

The yoke 23 is provided with a stop means for limiting the outward movement imparted to the plungers 51 and 52 by follower 37 of the draft gear 24. This stop means is shown in Fig. 4 as being formed by the inner edge face 59 of the transverse intermediate wall 35 of the yoke. The portion of the plungers 51 and 52, which is located between the fork arms 57 and 58, forms a seat 60 which is normally held against stop surface 59 by the draft gear. The plungers 51 and 52 are of a length in relation to the location of the abutments 49 and 50, such that when the coupler 12 is in the central position shown in Fig. 2, clearance spaces 61 and 62 will exist between the abutments and plungers of a width to permit a predetermined amount of free lateral coupler swing on both sides of the longitudinal center line.

As may be seen in Fig. 3, when the coupler 12 is swung laterally for a greater distance than its free swing, such as when a heavy pushing force is being transmitted through the couplers 12 and 13 of the locomotive units 10 and 11, particularly when the units are on a curve or passing a crossover, the coupler assumes the position of augularity in which the clearance space 61 has been taken up and the abutment 49 has engaged the plunger 51. As shown in Fig. 3, the plunger 51 has been shifted inwardly by the abutment 49 causing the head or flanged inner end 53 of the plunger to apply a buffing force to the draft gear 24 which subjects the cushioning elements 38 to compression between the followers 36 and 37. It is to be noted that the bufiing force is transmitted to the gear from the coupler solely through plunger 51, the yoke as well as pivot pin 45 being relieved of the butting load under these conditions. Due to the laterally disposed position of plunger 51, the follower 37 assumes an angular or relatively inclined position, as shown in Fig.

3. For theposition of the coupler as shown it will be seen that plunger 52 is inoperative and a clearance exists between the plunger and the draft gear.

It will be observed that sufficient lateral clearance is provided in the yoke adjacent the sides of plungers 51 and 52 so that when one of the plungers is engaged by abutment 49 or 50 on the coupler shank during functioning of the alignment control means, it will adjust itself so as to be in full surface contact with the forward face of follower 37, as seen in Fig. 3. Also as shown in Fig. 3 the plunger will be in full surface contact with arcuate surface 49* of the coupler shank.

As aforementioned, with the coupler in the position shown in Fig. 3, any bufling force applied to the coupler is applied to the draft gear only through plunger 51. Thus the bufiing force is applied to the unit at a point disposed laterally of the center line of the unit and this constitutes an important feature of the invention. Referring now to Fig. 1, it will be seen that when both units are provided with the alignment control means, the bufi'ing force is directed along line X passing through abutments 49 on couplers 12 and 13. With respect to unit 10, line X passes to the right of truck center 15, looking in the direction of arrow 17. Therefore, the reaction force exerted by abutment 49 against unit will tend to swing this unit in a clockwise direction relative to center 15, as shown by arrow C, and thereby move the unit into aligned position relative to the track. With respect to unit 11, line X passes to the left of truck center 16, looking in the direction of arrow 17. Thus the force directed against abutment, 49 of unit 11 will likewise tend to swing the unit in a clockwise direction relative to center 16, as shown by arrow D, into aligned position relative to the track. After the condition which has resulted in the misaligned position of the units ceases to exist, as when the units leave a curve or crossover and pass onto straight track, the alignment control means as above explained will return the displaced units into alignment, with the center line of each unit substantially coinciding with the center line 19 of the track.

It will be clear that when the units are provided with the alignment control means of this invention they will tend to remain in alignment and if forced out of alignment, as when a heavy pushing load is being exerted by the units along curved track or while passing a crossover, the units will be returned substantially to aligned position, once the units reach straight track. Also, the invention will act to maintain the units in alignment while moving along straight track since the line of force between the units will be in such va direction with respect to the adjacent truck center of each unit as to resist any tendency of the unit to move out of alignment.

It will be understood that the alignment control means is not effective until the associated car coupler has displaced laterally the limit of its free movement so that abutments 49 or 50 have engaged plunger 51 or 52, respectively. The limited free movement of the coupler laterally is necessary to permit coupling of the vehicles on curves. Accordingly, this will allow a smallbut permissible amount of misalignment between two vehicles.

It will be clear that the alignment control means functions in the same manner as explained above when the coupler is angled laterally to the position opposite from that shown in Fig. 3.

In the modified construction shown in Figs. 6 and 7, the transverse intermediate wall has been omitted from the hollow portion 31 of the yoke 23. In this modified construction, the stop means for limiting the outward movement of the plungers 51 and 52 is formed by the inner end faces 64 and 65 of the side walls and 67 of the hollow portion 31. The stops formed by these end faces 64 and 65 are engaged by the heads or flanged portions 53 of the plungers, as shown in Fig. 6, and limit the outward movement of the plungers for maintaining the intervening clearance spaces 61 and 62 between the plung- 6 ers'and the abutments 49 and 50 of the coupler 12 when the latter is in its central position.

From the accompanying drawings and the foregoing detailed description, it will now be readily understood that this invention provides an improved alignment control means for railway use, and particularly for coupled locomotive units of the diesel-electric type, which means is efiective in restoring such power units to a position of correct longitudinal alignment whenever misalignment thereof has occurred. It will now also be understood that the movable plunger means of the alignment control means is effective between the draft gear and the lateral abutments of the coupler shank for applying the alignment correction forces to the locomotive unit whenever the coupler has been swung to a position of angularity beyond its range of free coupler swing.

While the alignment control means has been shown as applied to a locomotive unit, it will be understood that it may be applied to railway cars as well and will function in the same manner in maintaining alignment of the cars. 7

The terms and expressions which I have employed are used as terms of description and not of limitation, and I have no intention, in the use of such terms and expressions, of excluding any equivalents of the features shown and described or portions thereof, but recognize that various modifications are possible within the scope of the invention claimed.

Having thus described my invention, I claim:

1. Incombination with a yoke having a cushioning means therein and a car coupler connected to said yoke and capable of lateral swinging to positions of angularity relative thereto, an alignment control means effective when said coupler is in such positions of angularity comprising abutment shoulders on said coupler at opposite sides thereof, individually acting thrust-transmitting members carried by said yoke, each of said members being engageable at one end with said cushioning means and at the other end with the respective one of said abutment shoulders, and means on said yoke for limiting movement of said members forwardly of the yoke.

2. In combination with a yoke having a cushioning means therein and a car coupler pivotally connected with said yoke and capable of lateral swinging relative thereto to positions of angularity beyond a predetermined free coupler swing, an alignment control means eifective when said coupler is in such positions of angularity comprising abutment shoulders on said coupler at opposite sides thereof and laterally oifset from the pivot axis thereof,

said shoulders having rearwardly facing arcuate abutment surfaces and a pair of thrust-transmitting members individually movable in said yoke and engageable with said cushioning means and the respective one of said abutment shoulders, each of said members having a radial abutment surface thereon, one or the other of the last mentioned surfaces being in full bearing engagement with the respective one of said first mentioned surfaces when the coupler is in said positions of angularity.

3. In a railway draft rigging, a coupler having a head and a shank, a yoke, cushioning rneansin said yoke, said yoke and shank being operatively connected and having cooperating portions effective to transmit pushing and pulling forces therebetween, said coupler being capable of lateral pivotal swinging to positions of angularity relative to said yoke, plunger means movable in said yoke and engaging said cushioning means, means in said yoke for limiting forward movement of said plunger means, said plunger means having thrust seats thereon located on opposite sides of and laterally olfset from the pivot axis, of said connection, and thrust elements on said shank and engageable with said thrust seats during such angularity of the coupler.

4. In a railway draft rigging, a coupler having a head and a shank, a yoke, cushioning means in said yoke, said yoke and shank being operatively connected and having cooperating portions effective to transmit pushing and pulling forces therebetween, said coupler being capable of lateral pivotal swinging to positions of angularity relative to said yoke, a pair of laterally spaced plungers separately movable in said yoke and engaging said cushioning means at laterally spaced points, means on said yoke engaging said plungers to limit forward movement of the plungers, and lateral thrust projections on said shank at opposite sides thereof and engageable with said plungers in thrust-transmitting relation thereto during such angularity of the coupler.

5. In a railway draft rigging, a yoke having a hollow guide portion comprising top and bottom walls, cushioning means in said yoke, a coupler having a shank end extending into said hollow guide portion, pivot means extending through said shank end and said top and bottom walls to connect said shank end with said guide portion for swinging of the coupler to positions of angularity beyond a predetermined free coupler swing, thrust block means in said yoke portion for transmitting bufling forces from said coupler to said cushioning means, a pair of plungers in said hollow guide portion slidably disposed adjacent said thrust block means, said plungers being disposed on opposite sides of said shank end and engaging said cushioning means at spaced points, and thrust elements on said shank end at opposite sides thereof and engageable with said plungers during such positions of angularity of the coupler.

6. In a railway draft rigging comprising a yoke having a cushioning means therein and a coupler pivotally connected with said yoke and capable of lateral swinging relative thereto to positions of angularity beyond a predetermined free coupler swing, an alignment control means effective on said coupler when in such positions of angularity comprising abutment shoulders on said coupler at opposite sides thereof and laterally offset from the pivot axis thereof and a pair of thrust-transmitting members individually movable in said yoke between said cushioning means and the respective abutment shoulders, said yoke having stop means thereon against which said thrust-transmitting members are held by said cushioning means during swinging of the coupler within its range of free coupler swing.

7. In a railway draft rigging, a coupler, a yoke, cushioning means in said yoke, means pivotally connecting said coupler with said yoke for swinging of the coupler laterally to positions of angularity beyond a predetermined free coupler swing, a pair of plungers movable in said yoke and engaging said cushioning means at spaced points, said yoke having an intermediate wall therein and said plungers having forked portions straddling said intermediate wall, said intermediate wall defining a stop means against which said plungers are held by said cushioning means during swinging of the coupler within its range of free coupler swing.

8. In a railway draft rigging, a yoke having a hollow guide portion, cushioning means in said yoke, a coupler having a shank end extending into said hollow guide portion, pivot means connecting said shank end with said guide portion for swinging of the coupler laterally to positions of angularity beyond a predetermined free coupler swing, alignment control means comprising a pair of plungers slidable in said hollow guide portion on opposite sides of said shank end and engaging said cushioning means at spaced points, and thrust elements on said shank end offset laterally from the pivot axis at opposite sides thereof and engageable with said plungers during such positions of angularity of the coupler, said plungers having head means thereon and said yoke having stop means thereon against which the head means of said plungers are held by said cushioning means during swinging of the coupler within its range of free coupler swing.

9. In a railway draft; rigging comprising a yoke having a cushioning means therein and a coupler pivotally connected with said yoke and capable of lateral swinging relative thereto to positions of angularity beyond a predetermined free coupler swing, an alignment control means effective on said coupler when in such positions of angularity comprising abutment shoulders on said coupler at opposite sides thereof and laterally offset from the pivot axis thereof, a pair of thrust-transmitting members individually movable in said yoke said members being disposed between said cushioning means and the respective abutment shoulders, said thrust-transmitting members and said abutment shoulders having cooperating concave and convex arcuate thrust surfaces thereon and means on said yoke for limiting movement of said members forwardly of the yoke.

10. In a railway draft rigging, a yoke having a hollow guide portion and a transverse intermediate wall in said hollow guide portion, cushioning means in said yoke, 21 coupler having a forked shank end extending into said hollow guide portion and straddling said intermediate wall, pivot means connecting said forked end wtth said yoke for swinging of said coupler to positions of angu' larity beyond a predetermined free coupler swing, a pair of plungers slidable in said hollow guide portion and having bifurcated ends straddling said intermediate wall and carrying pairs of thrust seats, said intermediate wall defining a stop means against which said plungers are held by said cushioning means during swinging of the coupler within its range of free coupler swing, and pairs of lateral thrust projections on said forked shank end on opposite sides of the axis of said pivot means and engageable with said pairs of thrust seats during such positions of angularity of the coupler.

11. A coupler mechanism as defined in claim 10 in which said pairs of thrust projections and said pairs of thrust seats have cooperating convex and concave arcuate thrust surfaces thereon.

12. In combination a draft gear yoke, a draft gear in said yoke, said yoke having a hollow forward portion, a car coupler having a shank extending into said yoke portion and being pivotally connected thereto for horizontal angling, said shank having abutments on opposite sides thereof, a pair of longitudinally movable plunger members within said yoke portion, said members being positioned between the forward end of said gear and said abutments, said plungers being spaced from said abutments when said coupler is in central position, means on said yoke for maintaining said plungers in said spaced relationship to said abutments, one of said plungers being engageable by the adjacent one of said abutments upon angling of said coupler laterally from central position a predetermined amount whereby buffing forces ap' plied to the coupler are transmitted by said engaged plunger directly to said gear.

13. A yoke for a railway draft rigging comprising a body portion for encircling a cushioning mechanism and a head portion for receiving the end of a coupler shank, said head portion including top and bottom walls and a pair of spaced side walls, thrust means in said head portion formed integrally therewith and extending between said top and bottom walls, said means being disposed intermediate said side walls so as to form spaced passageways therebetween for receiving associated movable thrust transmitting means therein.

References Cited in the file of this patent UNITED STATES PATENTS 1,215,315 Willison Feb. 6, 1917 1,648,325 Regan Nov. 8, 1927 1,648,340 George NOV. 8, 1927 2,019,311 Kinne Oct. 29, 1935 2,589,264 Kinne Mar. 18, 1952 

